Method of containing contaminants during processing of an aircraft wing-body section

ABSTRACT

A spray containment system for a wing-body section includes a forward module, a center module, and an aft module. The forward module has a forward closeout panel configured to engage a forward end of a fuselage center section of the wing-body section. The center module has opposing module side panels each configured to engage a wing lower surface of a wing of the wing-body section. The aft module has an aft closeout panel configured to engage an aft end of the fuselage center section. The forward module and the aft module are independently movable and are configured to be assembled around the wing-body section to define an internal environment that is sealed from an external environment for containing contaminants including at least one of vapors, overspray, and liquids generated during application of one or more of coatings, sealants, and adhesives to localized areas of the wing-body section.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a divisional application of and claimspriority to pending U.S. application Ser. No. 15/723,163 filed on Oct.2, 2017, and entitled AIRCRAFT WING-BODY SECTION SPRAY CONTAINMENTSYSTEM, the entire contents of which is expressly incorporated byreference herein

FIELD

The present disclosure relates generally to aircraft manufacturing and,more particularly, to a spray containment system for containingcontaminants during processing of an aircraft wing-body section.

BACKGROUND

The manufacturing of an aircraft may require joining a left wing and aright wing to a central wing box, and then joining the wing box to afuselage center section to form a wing-body section. Alternatively, awing box and fuselage center section may be joined, after which a leftwing and a right wing may be joined to the wing box to form thewing-body section. As part of the aircraft manufacturing process,protective coatings may be applied to different areas of the wing-bodysection during or subsequent to such assembly processes. For example,paint, fuel vapor barrier coatings, corrosion-inhibiting compounds,and/or sealants may be applied to localized areas of the aircraft, suchas the fuselage interior, the wing box, and along upper and lowersurfaces of the wings at the juncture with the fuselage. In a factoryenvironment, it is necessary to contain vapors, overspray, and/orliquids resulting from the process of applying protective coatings. As aresult, the wing-body section must be enclosed during the coatingapplication process.

Conventional enclosure systems for wing-body sections are fixedstructures that are permanently mounted to the factory floor. Thepermanent nature of such enclosure systems necessitates the use of anoverhead crane to move the wing-body section into position over theenclosure system, after which the crane lowers a lid onto the enclosuresystem to fully enclose the wing-body section. Once the coatings havebeen applied and cured, the overhead crane is again required to lift thelid off of the enclosure and move the lid onto a storage tool, and movethe wing-body section to the next production line position on thefactory floor. The use of an overhead crane for each move of thewing-body section and lid impacts overall production rate.

As can be seen, there exists a need in the art for a system and methodfor enclosing a wing-body section that allows for the manufacturing ofaircraft in an efficient manner.

SUMMARY

The above-noted needs associated with enclosing a wing-body section arespecifically addressed and alleviated by the present disclosure whichprovides a spray containment system for a wing-body section of anaircraft. The wing-body section includes a wing assembly having a pairof wings joined to a fuselage center section. The spray containmentsystem comprises a forward module, a center module, and an aft module.The forward module has a forward closeout panel configured to engage andat least partially close off a fuselage center section forward end. Thecenter module has opposing module side panels on each of opposing sidesof the center module. Each Module side panel has a panel upper edgeconfigured to engage a wing lower surface of a wing of the wing-bodysection. The aft module has an aft closeout panel configured to engageand at least partially close off a fuselage center section aft end. Theforward module and the aft module are independently movable andconfigured to be assembled around the wing-body section to define aninternal environment that is sealed from an external environment forcontaining contaminants including vapors, overspray, and/or liquidsgenerated during the application of one or more of coatings, sealants,and adhesives to localized areas of the wing-body section.

Also disclosed is an aircraft production line having a plurality ofaircraft manufacturing line positions for pulsed manufacturing of anaircraft. The manufacturing line positions include a coating applicationposition implementing a spray containment system for an aircraftwing-body section comprising a wing assembly including a pair of wingsjoined to a fuselage center section. The spray containment systemincludes a forward module, a center module, and an aft module configuredas described above and independently movable to facilitate assemblyaround the wing-body section to define an internal environment that issealed from an external environment for containing contaminants.

Additionally, disclosed is a method of containing contaminants duringprocessing of an aircraft wing-body section having a pair of wingsjoined to a fuselage center section. The method includes positioning aforward module against a forward end of the aircraft wing-body sectionsuch that a forward closeout panel of the forward module is engaged toand at least partially closes off a fuselage center section forward end.In addition, the method includes providing a center module under theaircraft wing-body section such that a panel upper edge of each ofopposing module side panels on each of opposing sides of the centermodule, are engaged to a wing lower surface respectively of the pair ofwings of the wing-body section. The method also includes positioning anaft module against an aft end of the aircraft wing-body section suchthat an aft closeout panel is engaged to and at least partially closesoff a fuselage center section aft end. The forward module, centermodule, and aft module are independently movable and are configured tobe assembled around the wing-body section. When assembled around thewing-body section, the forward module, the center module, and the aftmodule in combination with the wing-body section define an internalenvironment that is sealed from an external environment and containscontaminants generated during the application of one or more coatings toportions of the wing-body section.

The features, functions and advantages that have been discussed can beachieved independently in various embodiments of the present disclosureor may be combined in yet other embodiments, further details of whichcan be seen with reference to the following description and drawingsbelow.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features of the present disclosure will become moreapparent upon reference to the drawings wherein like numbers refer tolike parts throughout and wherein:

FIG. 1 is a perspective view of an aircraft;

FIG. 2 is a perspective view of an example of a spray containment systemhaving a forward module, a center module, and an aft module forenclosing portions of a wing-body section of the aircraft of FIG. 1;

FIG. 3 is an exploded perspective view of an example of a forwardmodule, a center module, and an aft module prior to assembly around awing-body section;

FIG. 4 is a top-down perspective view of the wing-body sectionillustrating a fuselage center section joined to a wing assemblycomprised of a pair of wings joined by a wing box;

FIG. 5 is a bottom-up perspective view of the wing-body section of FIG.4;

FIG. 6 is a side perspective view of the wing-body section of FIG. 4-5with the wings omitted to illustrate the wing box joined to the fuselagecenter section;

FIG. 7 is a perspective view of the spray containment system assembledaround the wing-body section;

FIG. 8 is a top perspective view of a forward end of the spraycontainment system sealed to the wings and fuselage of the wing-bodysection;

FIG. 9 is a top perspective view of an aft end of the spray containmentsystem sealed to the wings and fuselage of the wing-body section;

FIG. 10 is a bottom perspective view of the spray containment systemassembled around the wing-body section and illustrating air intake portsand air exhaust ports for circulating air through the internalenvironment of the spray containment system;

FIG. 11 is an exploded perspective view of the forward module, centermodule, and aft module of the spray containment system;

FIG. 12 is a perspective view of a forward end of the forward module;

FIG. 13 is a perspective view of an aft end of the forward module;

FIG. 14 is a perspective view of the forward end of the center module;

FIG. 15 is a perspective view of the aft end of the center module;

FIG. 16 is a perspective view of the aft end of the aft module;

FIG. 17 is a perspective view of the forward end of the aft module;

FIG. 18 is a perspective view of the interior of the fuselageillustrating a first airflow direction of air along an upper level ofthe wing-body section and further illustrating the air flowing into aplenum room of the center module;

FIG. 19 is a perspective sectional view of the spray containment systemtaken along line 19 of FIG. 18 and illustrating the air flowing from theplenum room into a plenum chamber and flowing generally along a secondairflow direction prior to flowing into a pair of filter housingscontaining air filters;

FIG. 20 is a top view of the spray containment system illustrating airflowing from the plenum room into the plenum chamber before passing intothe filter housings;

FIG. 21 is a side sectional view of the spray containment system takenalong line 21 of FIG. 20 with the wing box of the wing-body sectionomitted for clarity, and illustrating the flow of air from an externalduct system into air intake ports in the center module and furtherillustrating the air passing through the upper level of the wing-bodysection before flowing downwardly along a lower level of the spraycontainment system prior to passing out of the air exhaust ports in thecenter module;

FIG. 22 is a bottom view of the spray containment system showing theflow of air from the external duct system into and out of the spraycontainment system;

FIG. 23 is a bottom perspective view of the spray containment system;

FIG. 24 is a plan view of an aircraft production line having a coatingapplication position in which the forward module, center module, and aftmodule of the spray containment system are assembled around a wing-bodysection; and

FIG. 25 is a flowchart of one or more operations included in method ofcontaining contaminants during processing of an aircraft wing-bodysection.

DETAILED DESCRIPTION

Referring now to the drawings wherein the showings are for purposes ofillustrating preferred and various embodiments of the disclosure, shownin FIG. 1 is a perspective view of an aircraft 100. The aircraft 100includes a fuselage 102 having a forward end, an aft end, and anaircraft longitudinal axis 116 (FIG. 3). The aft end of the fuselage 102includes an empennage having a vertical tail and one or more horizontaltails. The aircraft 100 includes a pair of wings 138 extending outwardlyfrom the fuselage 102. The wings 138 may be joined by a centrallylocated wing box 132 (FIG. 6) to form a wing assembly 130. The fuselage102 may be divided into one or more fuselage sections including afuselage center section 104. The fuselage center section 104 and thewing assembly 130 may be joined to form a wing-body section 128 (FIG.3).

FIG. 2 shows an example of a modular, floor-supported, spray containmentsystem 200 having a forward module 202, a center module 220, and an aftmodule 250, and which are shown in an assembled state with the wing-bodysection omitted for clarity. The forward module 202, center module 220,and aft module 250 each include module side panels 274 (e.g., verticalwalls) and module floor panels 278 (FIG. 10). The forward module 202 andthe aft module 250 additionally include module ceiling panels 276. Whenthe forward module 202, center module 220, and aft module 250 areassembled around the wing-body section 128 (e.g., FIG. 7), the forwardmodule 202 and the aft module 250 are each sized and configured to bemated to and/or be butted up or sealed against the respective forwardend and aft end of the center module 220. In addition, the center module220 is butted up or sealed against the wing lower surfaces 148.

As described in greater detail below, the forward module 202 and/or theaft module 250 may include one or more personnel doors 210 to allowaccess by technicians to the internal environment 320 (e.g., FIGS. 7-9)collectively enclosed by the spray containment system 200 and surfacesof the wing-body section 128 when the forward module 202, center module220, and aft module 250 are assembled around the wing-body section 128.The forward module 202, center module 220, and aft module 250 mayinclude stairways 286 and/or work platforms 280 that are strategicallylocated to allow technicians access to surfaces of the wing-body section128 (FIGS. 4-6) requiring the application of protective coatings. Asdescribed in greater detail below, the spray containment system 200 mayinclude a ventilation system 310 (e.g., FIG. 17-23) for filtering andcirculating air through the internal environment 320.

FIG. 3 shows the forward module 202, the center module 220, and the aftmodule 250 prior to assembly around a wing-body section 128.Advantageously, the forward module 202, the aft module 250 andoptionally the center module 220 may be moved independent of one anotheralong a floor surface (e.g., a factory floor) for assembly around thewing-body section 128 as shown in FIG. 7 and described below. Forexample, the forward module 202, the aft module 250, and optionally thecenter module 220 may be supported on wheels 302 for translation along afactory floor such as by using a tug (not shown). Alternatively, theforward module 202, the aft module 250, and optionally the center module220 may each include a module drive system 300 (e.g., FIG. 9) having atleast one powered drive wheel 304 for self-propelled movement along afactory floor, as described in greater detail below.

In some examples, the wheels 302 may be omitted from the center module220 which may be stationary on the factory floor. In such anarrangement, the center module 220 may be configured in a manner thatallows the wing-body section 128 to be moved into position over thestationary center module 220, after which the forward module 202 and aftmodule 250 may be moved into contact with the respective forward end andaft end of the center module 220 and the modules are assembled againstthe wing-body section 128. At the completion of a coating applicationprocess, the forward module 202, the aft module 250, and optionally thecenter module 220 may be independently moved away from the wing-bodysection 128 to allow the wing-body section 128 to be moved to anotherlocation such as another line position in an aircraft production line400 (FIG. 24). In this regard, the spray containment system 200advantageously reduces or avoids the need for an overhead crane (notshown) for enclosing the wing-body section 128.

FIGS. 4-6 illustrate the components of the wing-body section 128, anyone or more of which may require localized application of one or morecoatings. FIG. 4 is a top-down view of the fuselage center section 104joined to a wing assembly 130. The wing assembly 130 includes a pair ofwings 138 joined together by a wing box 132 (FIGS. 5-6). In addition tocarrying structural loads from the wings 138 and fuselage 102, the wingbox 132 may function as a fuel tank and may therefore require theapplication of a fuel vapor barrier coating to one or more areas of thewing box 132. FIG. 5 is a bottom-up view of the fuselage center section104 joined to the wing assembly 130. The fuselage center section 104includes a keel beam 126 that extends along the length of the fuselagecenter section and separates a pair of wheel wells 124 extending from arear spar 136 of the wing box 132 to an aft bulkhead 112 of the fuselagecenter section 104. In FIG. 6, the wings 138 are omitted to illustratecomponents of the wing box 132 that may receive protective coatingsincluding a front spar 134, a rear spar 136, a wing upper surface 146,and a wing lower surface 148.

In FIGS. 4-6, the fuselage center section 104 includes a fuselage skin118 extending from a forward skin edge 120 to an aft skin edge 122. Thefuselage center section 104 may also include a cabin floor 114 which maybe described as a dividing plane dividing the internal environment 320into an upper level 292 (FIG. 18) and a lower level 290 (FIG. 18).

Localized areas of the interior of the fuselage center section 104 mayrequire the application of protective coatings such as paint, fuel vaporbarrier coating, and/or corrosion inhibiting compound. Below the cabinfloor 114, the fuselage center section 104 may include a portion of aforward bulkhead 110 (FIG. 6) extending below the front spar 134, andthe above-mentioned aft bulkhead 112 (FIGS. 4-5). As mentioned above,the wing box 132 may be defined by the front spar 134 and the rear spar136 which may also require the localized application of paint, fuelvapor barrier coating, and/or corrosion inhibiting compound. Atlocations adjacent the fuselage skin 118, the wing upper surface 146and/or the wing lower surface 148 may also require the localizedapplication of paint and/or corrosion inhibiting compound.

FIG. 7 shows the forward module 202, center module 220, and aft module250 assembled against the fuselage center section 104 and wings 138 forenclosing the wing-body section 128. The forward module 202 and the aftmodule 250 and optionally the center module 220 are configured to beassembled around and sealingly mated to the wing-body section 128 in amanner such that the mass of the wing-body section 128 is supportedindependent of the spray containment system 200. When assembled aroundthe wing-body section 128, the forward module 202, center module 220,and aft module 250 may be non-fixedly coupled to each other but may besealingly mated to each other at the module interfaces 270. For example,resiliently compressible material (not shown) such as foam, spongerubber, a rubber extrusion such as a rubber bulb seal extrusion, orother sealing material or sealing mechanism may be included at themodule interface 270 between the forward module 202 and the centermodule 220, and between the center module 220 and the aft module 250.

Referring to FIG. 8, the modular spray containment system 200 exploitsthe aircraft 100 structure to enclose the wing-body section 128 bysealing against the forward skin edge 120 and aft skin edge 122 of theupper portion of the fuselage skin 118. For example, the forward module202 has a forward closeout panel 204 oriented transverse (e.g.,perpendicular) to the lengthwise direction of the fuselage centersection 104. The forward closeout panel 204 is configured to engage orsealingly mate against a forward skin edge 120 of the fuselage skin 118for at least partially closing off the upper level 292 of the forwardend of the fuselage center section 104. Likewise, the aft module 250 hasan aft closeout panel 252 oriented transverse (e.g., perpendicular) tothe lengthwise direction of the fuselage center section 104. The aftcloseout panel 252 is configured to engage or sealingly mate against anaft skin edge 122 of the fuselage skin 118 for at least partiallyclosing off the upper level 292 of the aft end of the fuselage centersection 104.

Referring still to FIG. 8, the spray containment system 200 additionallyexploits the aircraft 100 structure by sealing against the wing uppersurface 146 and the wing lower surface 148 of the wings 138. Forexample, the center module 220 has opposing module side panels 274, eachof which has a panel upper edge 222 (e.g., FIG. 10) configuredcomplementary to the cross-sectional profile of the wing lower surface148 and allowing the module side panel 274 to sealingly engage the winglower surface 148. Although shown as being generally verticallyoriented, the module side panels 274 may be arranged in any orientationcapable of sealing against the wing lower surfaces 148. Depending uponthe aircraft configuration, the module side panels 274 of the forwardmodule 202 may each include a cutout 212 configured complementary to theprofile shape of the wing leading edge 140. Likewise, the module sidepanels 274 of the aft module 250 may each include a cutout 212configured complementary to the cross-sectional profile of the wing aftportion 142 or wing trailing edge 144. As described in greater detailbelow, the cutouts 212 in the forward module 202 and/or the aft module250 may include a cutout seal 216 configured to sealingly conform todifferent wing cross-sectional profiles. In this regard, the aft module250 and optionally the forward module 202 may include movable and/ordetachable seal plates 262 respectively mounted to the opposing moduleside panels 274. Each one of the movable and/or detachable seal plates262 may have a lower edge configured complementary to thecross-sectional profile of the wing. For example, the lower edge of theseal plates 262 may be configured complementary to the cross-sectionalprofile of the wing aft portion 142 or wing trailing edge 144, asdescribed in greater detail below. Seal plates 262 of differentcross-sectional profile may be interchangeably mounted to the aft module250 to match the cross-sectional profile of the wing configuration ofthe wing-body section 128 to be enclosed by the spray containment system200.

In FIGS. 8-9, the forward module 202, center module 220, and aft module250 are assembled together and sealed to the surfaces of the wing-bodysection 128. As mentioned above, the spray containment system 200 andwing-body section 128 collectively define the internal environment 320which includes a volume of space within the interior (e.g., FIG. 18) ofthe fuselage center section 104 and a volume of space (FIG. 19) below,forward, and aft of the wing box 132. The forward module 202 and the aftmodule 250 may each have a personnel door 210 for entry into the spraycontainment system 200. In the forward module 202, the personnel door210 (FIG. 8) may enter into a changing room 208 (FIG. 13) wherepersonnel (e.g., technicians) may change into and out of protective gearand/or protective clothing. As described below, the spray containmentsystem 200 may be configured such that personnel may enter through thepersonnel door 210 at either the forward module 202 (FIG. 8) or the aftmodule 250 (FIG. 9) and move to any location within the internalenvironment 320 without having to exit the spray containment system 200.

The spray containment system 200 is configured to contain contaminantsresulting from the application of coatings to the wing-body section 128,and prevent the escape of such contaminants from the internalenvironment 320 to the external environment 322. The externalenvironment 322 may be described as the environment in which the spraycontainment system 200 is located such as a manufacturing facility, aproduction facility or a factory. Contaminants resulting from theapplication of coatings may include vapors, overspray, and/or liquids.Vapors may include evaporant or fumes off-gassing from coatings such aspaint, fuel vapor barrier, corrosion inhibiting compounds, solvents,sealants, adhesives, or any other type of coating. Overspray may includeairborne particles and/or atomized chemicals resulting from the sprayedapplication of the above-mentioned coatings. As described below, thespray containment system 200 may include a ventilation system 310 (e.g.,FIG. 17-23) for filtering contaminants from the air in the internalenvironment 320. Liquid contamination may include any one of a varietyof different types of liquids including, but not limited to, solventsand/or aqueous wash such as may be used in the process of preparing asurface to receive a protective coating. The spray containment system200 may include a drainage system (FIG. 11) for collecting liquidcontamination which may optionally be discharged to an external drainagesystem (not shown).

FIG. 10 is a bottom view of the spray containment system 200 assembledaround the wing-body section 128. Although the center module 220 isillustrated as having wheels 302 and a module drive system 300 similarto the forward module 202, wheels 302 may be omitted from the centermodule 220 which may be stationary on the factory floor, as mentionedabove. In such an arrangement, the center module 220 may having arelatively low profile that allows the wing-body section 128 to betranslated generally horizontally into position over the stationarycenter module 220. Alternatively, an overhead crane (not shown) may beimplemented for moving the wing center section into position over thecenter module 220. Once the wing-body section 128 is in positionrelative to the center module 220, the forward module 202 and the aftmodule 250 may be assembled around and butted up against the respectiveforward end and aft end of the center module 220 for enclosing thewing-body section 128.

Also shown in FIG. 10 are the cutouts 212 in the module side panels 274of the forward module 202 and in the module side panels 274 of the aftmodule 250 for respectively receiving the wing leading edge 140 and wingtrailing edge 144 or wing aft portion 142. The cutout 212 in the moduleside panels 274 of the forward module 202 and/or the aft module 250 maybe sized and configured to provide a gap 214 relative to the respectivewing leading edge 140 and wing aft portion 142. Each cutout 212 mayinclude a cutout seal 216 configured to sealingly conform to thecross-sectional profile of the wing and thereby close off the gap 214when the spray containment system 200 is assembled around the wing-bodysection 128.

In FIG. 10, also shown are a pair of air intake ports 226 formed in themodule floor panel 278 of the center module 220 for receiving air froman external duct system 312 (FIG. 21). Alternatively, as describedbelow, air may instead be drawn directly from the external environment322 such as through one-way vents (not shown) located at each one of theair inlets 254 on the aft closeout panel 252. Shown in FIG. 10 are apair of air exhaust ports 228 formed in the module floor panel 278 ofthe center module 220 for discharging air from the internal environment320 to the external duct system 312. The air intake ports 226 and theair exhaust ports 228 are part of the ventilation system 310 forcirculating air through the internal environment 320 collectivelyenclosed by the spray containment system 200 and the wing-body section128. The air intake ports 226 and the air exhaust ports 228 may befluidly coupled to the external duct system 312 which may be integratedinto the factory sub-floor as shown in FIG. 21. In an embodiment notshown, the external duct system 312 may be an above-ground duct system,such as a duct system configured to exhaust air to a factory roof. Theair intake ports 226 and the air exhaust ports 228 are fluidly couplableto the external duct system 312 in a manner preventing the escape ofcontaminants to the external environment 322.

FIG. 11 is a perspective view of the forward module 202, center module220, and aft module 250 in a disassembled state. Shown are the cutouts212 formed in the module side panels 274 of the forward module 202, andwhich may be contoured complementary to the cross-sectional profile ofthe wing upper surface 146 (FIGS. 9-10) and the wing lower surface 148(FIGS. 9-10) along the wing leading edge 140 (FIGS. 9-10). In the centermodule 220, shown are the contoured panel upper edges 222 of the moduleside panels 274. In the aft module 250, shown are the cutouts 212 formedin the module side panels 274 for conforming to the cross-sectionalcontour of the wing lower surface 148 (FIG. 10) at the wing trailingedge 144. Also shown are the seal plates 262 movably mountedrespectively to the module side panels 274 on opposite sides of the aftmodule 250. As mentioned above, the lower edge of the seal plate 262 maybe contoured generally complementary to the cross-sectional profile ofthe wing upper surface 146 (FIG. 9) at the wing trailing edge 144.

Referring to FIG. 12, shown is an aft-looking perspective view of theforward module 202. The forward module 202 may be constructed as a rigidframe 272 made up of frame members optionally formed of metallicmaterial. The module floor panels 278, the module side panels 274, andthe module ceiling panels 276 may be removably or fixedly attached tothe rigid frame 272. The module panels 274, 276, 278 may be provided asnon-permeable material and may be either rigid or flexible metallicmaterial (e.g., sheet-metal) and/or nonmetallic material (e.g., plasticsheeting). Alternatively, the rigid frame 272 may be omitted, and thespray containment system 200 may be constructed of load-bearing panels(not shown) assembled in a monocoque construction (not shown).

Also shown in FIG. 12 are the cutouts 212 respectively formed in themodule side panels 274 of the forward module 202. In some examples, eachone of the cutouts 212 may include a cutout seal 216 lining the cutouts212. Each cutout seal 216 may be formed of elastomeric orresiliently-conformable material configured to conform to thecross-sectional contour of a wing leading edge 140 when received withinthe cutout 212. For example, a cutout seal 216 may be provided as aflexible membrane or sheet formed of elastomeric material such assilicone rubber and configured to conform to different wing leading edgecross-sectional profiles as the forward module 202 is assembled againstthe forward end of a wing-body section 128 and the wing leading edgesarea inserted into the cutouts 212 in the module side panels 274.Alternatively, a cutout seal 216 may be provided as a strip ofresiliently compressible material such as foam rubber configured toconform to different wing leading edge cross-sectional profiles.

Referring still to FIG. 12, the forward module 202 may include moduleceiling panels 276 which may enclose the top of the aft module and mayalso serve as a work platform 280 for the upper level 292 of the forwardmodule 202. For personnel safety, the upper level 292 of the forwardmodule 202 defined by the module ceiling panels 276 may includehandrails 284 extending along the perimeter edges of the forward module202. The upper level 292 of the forward module 202 may be accessible viaone or more stairways 286 (e.g., FIGS. 13 and 19) and a personnel door210 at the top of the uppermost stairway 286 (FIG. 13) which may becovered by a stairwell cover 288. Also shown in FIG. 12 is a personneldoor 210 on an exterior side of the changing room 208. The changing room208 may provide an enclosed space where technicians may don protectivegear and/or protective apparel prior to entering the internalenvironment of the spray containment system 200, as mentioned above.Although the changing room 208 is incorporated into the forward module202, a changing room 208 may alternatively or additionally beincorporated into the aft module (not shown).

Also shown in FIG. 12 are wheels 302 supporting the forward module 202at each of the approximate location of the four corners of the forwardmodule 202. Such wheels 302 may facilitate movement of the forwardmodule 202 such as along a factory floor such as by using a tug (notshown). At least one of the wheels 302 of the forward module 202 may bea powered drive wheel 304 of a module drive system 300 of the forwardmodule 202. The module drive system 300 may include a motor 306 (e.g.,an electric motor) and a controller 308 for self-propelled movement ofthe forward module 202. The wheel 302 may be pivotable for directionallycontrolled movement of the forward module 202. The controller 308 of themodule drive system 300 may be configured to receive commands (e.g., viaremote control) for controlling the movement of the forward module 202.

Referring to FIG. 13, shown is a forward-looking perspective view of theforward module 202 illustrating a personnel door 210 on an interior sideof the changing room 208 and through which a technician may enter theinternal environment 320 of the spray containment system when assembledaround the wing-body section 128 (FIG. 8). The forward module 202includes a plurality of stairways 286 leading to work platforms 280strategically positioned at different vertical levels and locations toallow technicians to access different areas of the wing-body section 128where coatings are to be applied. The lower level 290 of the forwardmodule 202 may be defined by the module floor panels 278 and by which atechnician may access a plenum room 230 (FIG. 19) and a plenum chamber234 (FIG. 19) for removing and replacing filters (FIG. 19) that may behoused within the center module 220 as described in greater detailbelow. The forward module 202 may also include a mid level 294 locatedabove the lower level 290 and below the upper level 292. The mid level294 may facilitate technician access to the front spar 134 (FIG. 18) andthe forward bulkhead 110 (FIG. 18) of the wing-body section 128.

Also shown in FIGS. 12-13 is the forward closeout panel 204 which isconfigured to be butted up against the forward skin edge 120 (FIG. 9) ofthe fuselage skin 118 (FIG. 9) when the spray containment system 200 isassembled around a wing-body section 128 (FIG. 9). As mentioned above,the forward closeout panel 204 includes the personnel door 210 providingaccess to the interior of the fuselage from the stairway 286 leadingfrom a mid level 294 to the upper level 292 of the forward module 202.An additional personnel door 210 located next to the stairway 286personnel door 210 to allow access to the work platform 280 on the upperlevel 292 outside of the internal environment 320. As mentioned above,the upper level 292 of the forward module 202 may be defined by themodule ceiling panels 276 and may be approximately flush (e.g., within 6inches) with the cabin floor 114 (FIG. 18). As shown in FIG. 19, theinterior of the forward module 202 may include a stairway 286 locatedoutside the changing room 208 and leading from the lower level 290 tothe mid level 294.

Also included in the forward closeout panel 204 are a pair of airflowcavities 206 respectively located on opposing sides of the one or morepersonnel doors 210 in the forward closeout panel 204. Each one of theairflow cavities 206 may be configured to receive air flowing along theupper level 292 (FIG. 18) of the fuselage center section 104 in a firstairflow direction 314 (FIG. 18). The airflow cavities 206 may direct theair downwardly into the plenum room 230 (FIG. 18) of the center module220. As described below, the plenum room 230 may direct the airflow intoa generally horizontal direction along a second airflow direction 316(FIG. 19) through a plenum chamber 234 (FIG. 19) of the center module220. The air may flow into one or more filter housings 240 (FIG. 19)extending lengthwise along the plenum chamber 234.

Referring to FIGS. 14-15, shown are perspective views of the centermodule 220 which may be constructed as a rigid frame 272 covered withmodule side panels 274 and module floor panels 278 (FIG. 10) in a mannersimilar to the above-described construction of the forward module 202.Alternatively, the center module 220 may be provided in a monocoqueconstruction (not shown). As described above, each module side panel 274of the center module 220 has a panel upper edge 222 configuredcomplementary to the cross-sectional profile of the wing lower surface148 (FIG. 10). The panel upper edge 222 may be covered with resilientlyelastomeric material such as foam rubber for sealingly conforming to thewing lower surface 148 when the spray containment system 200 isassembled around the wing-body section 128 (FIG. 8).

In FIGS. 14-15, the lower level 290 of the center module 220 may bedefined by the module floor panels 278 (FIG. 10). The above-mentionedplenum room 230 may be located on the lower level 290 at a forward endof the center module 220. The plenum room 230 may be configured toprotrude into the forward module 202 (e.g., FIGS. 19-20) when the spraycontainment system 200 is in the assembled state. The plenum room 230may have an at least partially open ceiling located directly underneathperforated work platforms 280 mounted above the plenum room 230. Suchwork platforms 280 may provide access for technicians to the front spar134 (FIG. 18) and forward bulkhead 110 (FIG. 18) of the wing-bodysection 128 (FIG. 18). As shown in FIG. 18, the work platforms 280mounted over the plenum room 230 may be perforated to allow air from theairflow cavities 206 of the forward module 202 (FIG. 13) to flowdownwardly into the plenum room 230.

In FIGS. 14-15, the aft end of the plenum room 230 may have a generallylaterally-centered plenum room opening 232 (FIG. 19) that allows air toflow into a plenum chamber 234 (FIG. 19) extending lengthwise along thecenter module 220. The plenum room 230 may have grated flooring 282 toallow liquid such as aqueous wash to flow into a grated drainage pan 224serving as the floor of the plenum room 230. The grated drainage pan 224may include one or more drain ports (not shown) for draining liquid intoan external drain system (not shown) such as a below-grade catch basin(not shown) hat may be integrated into the factory sub-floor.

Referring to FIG. 15, the center module 220 may include air filters 238housed within one or more filter housings 240 for filtering the aircirculated through the internal environment 320. For example, the centermodule 220 may include two parallel rows of air filters 238 respectivelycontained within a pair of filter housings 240 separated by the plenumchamber 234. Each filter housing 240 may extend along a forward-aftdirection of the center module 220. Each filter housing 240 may includeone or more filter housing air inlets 242 for receiving air from theinternal environment 320. In the example shown, each filter housing 240has a filter housing air inlet 242 (FIG. 10) extending lengthwise alonga side wall of the filter housing 240. The opposing side walls of thepair of filter housings 240 define the plenum chamber 234 which iscovered by a plenum ceiling panel 236. As described in greater detailbelow, the air filters 238 in each row of each filter housing 240 may bearranged in a sawtooth pattern (FIG. 21) when the rows of air filters238 are viewed from the side. However, the air filters 238 may bearranged in any configuration, and are not limited to the sawtoothpattern illustrated in FIG. 21.

In FIGS. 14-15, the forward end of the plenum room 230 may include apersonnel door 210 to allow access by a technician to the plenum chamber234 for removal and/or installation of the air filters 238 removablyinstalled within the filter housings 240. Likewise, the aft end of theplenum chamber 234 may include a personnel door 210 allowing access tothe plenum chamber 234 from the aft module 250 (FIG. 16). Work platforms280 may be mounted over one or more portions of the filter housings 240to allow technicians to access certain areas of the wing-body section128 (FIGS. 4-6) such as the rear spar 136 (FIGS. 4-5), the keel beam126, and the wheel wells 124 (FIGS. 4-5). The center module 220 mayinclude passageways 244 located on laterally outboard sides of each oneof the filter housings 240 and extending from the forward module 202(FIGS. 14 and 19) to the aft module 250 (FIGS. 14 and 19). Thepassageways 244 may include grated flooring 282 for capturing liquidcontamination that may be generated during the processing of thewing-body section 128.

In FIG. 15, the aft end of the center module 220 may include a pair ofair ducts 256 respectively located at the aft end of the pair of filterhousings 240. Each one of the air ducts 256 is external to the filterhousings 240 and extends upwardly from one of the air intake ports 226formed in the aft end of the module floor panel 278 of the center module220 as shown in the above-described FIG. 10. As described below, whenthe spray containment system 200 is in the assembled state, each airduct 256 in the center module 220 is fluidly coupled to a correspondingair duct 256 (FIG. 17) in the below-described aft module 250. The airducts 256 may receive air from an external duct system 312 (FIGS. 21-22)and distribute the air into the fuselage center section 104 via a pairof air inlets 254 (FIG. 17) included in the aft closeout panel 252 (FIG.17) of the aft module 250. As described below, the airflow cavities 206in the forward closeout panel 204 (FIG. 13) direct the air downwardlyinto the plenum room 230 (FIG. 18) and plenum chamber 234 (FIG. 18) forpassage through the air filters 238 (FIG. 19) housed within the filterhousings 240 (FIG. 20). The air from the filter housings 240 may bedischarged through air exhaust ports 228 (FIG. 23) formed in the modulefloor panels 278 (FIG. 23) of the center module 220. The air exhaustports 228 may be fluidly coupled to the external duct system 312 (FIGS.21-22) for drawing the filtered air from the air exhaust ports 228.

Referring to FIGS. 16-17, shown are perspective views of the aft module250 which may include a rigid frame 272 to which flexible or rigidimpermeable module floor panels 278, module side panels 274, and/ormodule ceiling panels (not shown) may be removably or fixedly attachedin a manner similar to the above-described construction of the forwardmodule 202 and center module 220. Alternatively, the aft module 250 maybe comprised of load-bearing panels (not shown) assembled in a monocoqueconstruction (not shown). The aft module 250 may include wheels 302 forsupporting the aft module 250 and allowing the aft module 250 to bemoved along a factory floor for assembly around the wing-body section128 prior to applying coatings to the wing-body section 128. Aftercompletion of the coating application process, at least the forwardmodule 202 (e.g., FIG. 24) and aft module 250 (e.g., FIG. 24) may bemoved away from the wing-body section 128 to allow the wing-body section128 to be moved to the next line position (FIG. 24) and an aircraftproduction line 400 (FIG. 24). Similar to the above-described forwardmodule 202, the aft module 250 may include wheels 302 locatedapproximately at each of the four corners of the aft module 250. Atleast one of the wheels 302 may be a powered drive wheel 304 as part ofa module drive system 300. The module drive system 300 of the aft module250 may include a motor 306 and/or a controller 308 and may be similarin configuration and operation to the module drive system 300 of theforward module 202.

As mentioned above, the aft module 250 may include cutouts 212 formed inthe module side panels 274. The cutout 212 in each module side panel 274of the aft module 250 may be contoured complementary to the wing aftportion 142 or wing trailing edge 144 of the wings 138 for sealing themodule side panel 274 to the wing. As described above with regard to thecutouts 212 of the forward module 202, the cutouts 212 in the aft module250 may each include a cutout seal 216 formed of elastomeric orresiliently-conformable material configured to conform to thecross-sectional contour of a wing aft portion 142 or wing trailing edge144. Each cutout seal 216 may close a gap 214 that may otherwise beformed between the cutout 212 and the wing aft portion 142 or wingtrailing edge 144 when received within the cutout 212.

In FIGS. 16-17, the aft module 250 may include a seal plate 262 movablymountable to each one of the module side panels 274 for sealing the gap214 (FIG. 10) between the cutout 212 and the wing aft portion 142 (FIG.10) or wing trailing edge 144. As mentioned above, each seal plate 262may be adjustably positionable or mountable relative to the module sidepanel 274. In addition, each seal plate 262 may have a seal plate edgethat is contoured complementary to the cross-sectional profile of thewing upper surface 146 (FIG. 9) of the wing aft portion 142 or wingtrailing edge 144. The seal plate edge may be lined with a seal strip264 (FIGS. 16-17) formed of elastomeric material. The aft end of eachseal plate 262 may be pivotably coupled to the module side panel 274 andmay be rotatable about a horizontal axis (not shown) to allow the sealplate 262 to be pivoted upwardly to increase the size of the cutout 212in the module side panel 274 prior receiving the wing aft portion 142 orwing trailing edge 144 as the module side panel 274 is assembled againstthe aft end of the wing-body section 128 (FIG. 10). Once the aft module250 is moved into position against the wing-body section 128 such thatthe wing aft portion 142 or wing trailing edge 144 is received withinthe cutout 212 on each side of the aft module 250, the seal plates 262may be pivoted downwardly into a generally horizontal orientation (e.g.,FIG. 9) such that the seal plate lower edges seal against the wing uppersurface 146.

Although the seal plates 262 are described as being pivotably coupled tothe module side panels 274 of the aft module 250, the seal plates 262may be attached to the module side panels 274 in any one a variety ofdifferent means. For example, the seal plates 262 may each be verticallytranslated relative to the cutout 212 as a means to increase the size ofthe cutout 212 to facilitate the receipt of the wing trailing edge 144(FIG. 9) into the cutout 212 as the aft module 250 is assembled againstthe wing-body section 128 (FIG. 9). Furthermore, although the figuresillustrate the seal plate 262 as being mounted to the upper side ofcutout 212, the aft module 250 may optionally or additionally include aseal plate 262 movably coupled to the lower side of each cutout 212 forincreasing the width of the cutout 212 to facilitate assembly of the aftmodule 250 around the wing-body section 128. Even further, although notshown, seal plates 262 may be included with the center module 220 (FIG.11) and/or seal plates 262 may be included with the forward module 202.For example, although not shown, the forward module 202 (FIG. 11) mayinclude movable seal plates 262 for sealing against the wing uppersurface 146 or the wing lower surface 148 of the wing leading edge 140.Likewise, although not shown, the center module 220 (FIG. 11) mayinclude movable seal plates 262 for sealing against the wing lowersurfaces 148 of the wing-body section 128.

In FIG. 16-17, the aft module 250 may include stairways 286 (FIG. 17)mounted at different locations to allow technicians to access the workplatforms 280 positioned at different levels. For personnel safety,handrails 284 may be provided along the perimeter edges of one or moreof the work platforms 280. FIG. 17 illustrates work platforms 280located above and adjacent to the cutout 212 on each side of the aftmodule 250 to allow a technician to position (e.g., pivot) the sealplate 262 into engagement with the wing upper surface 146 once the aftmodule 250 is assembled against the wing-body section 128 (FIG. 9). Thework platforms 280 located adjacent to the seal plates 262 may alsoallow technicians to access localized areas of the wing upper surface146 (FIG. 9) adjacent to the fuselage skin 118 (FIG. 9).

As shown in FIG. 17, in the interior of the aft module 250, workplatforms 280 may be located above the air ducts 256 to allowtechnicians to access the aft bulkhead 112 (FIGS. 4-5) of the wing-bodysection 128. In any of the work platforms 280 located in the forwardmodule 202, the center module 220, or the aft module 250, the workplatforms 280 may optionally be perforated to allow fluid such as airand/or liquid to pass through the work platforms 280. For example, oneor the more of the work platforms 280 may be provided as grated flooring282. In some of the module floor panels 278, grated flooring 282 may bepositioned on top of non-perforated module floor panels 278 to allowliquid to be collected by the module floor panels 278 for drainage ofliquid to an external drain system (not shown), as mentioned above.

Referring to FIGS. 16-18, as mentioned above, the spray containmentsystem 200 includes a ventilation system 310 for circulating air throughthe internal environment 320 collectively enclosed by the spraycontainment system 200 and the wing-body section 128 (FIG. 18). Theventilation system 310 may include air intake ports 226 (FIG. 22) in themodule floor panel 278 of the center module 220. The air intake ports226 may receive air from an external duct system 312 (FIGS. 21-22). Thecenter module 220 (FIG. 15) may include air ducts 256 (FIG. 15) whichextend upwardly from the air intake ports 226 and turn horizontally inan afterward direction before terminating at the aft end of the centermodule 220 (FIG. 15). As shown in FIG. 17, the forward end of the aftmodule 250 may include air ducts 256 configured to fluidly couple withthe air ducts 256 terminating at the aft end of the center module 220.

As shown in FIG. 17, the air ducts 256 may extend along the floor of theaft module 250 along a direction toward the aft end of the aft module250, at which point the air ducts 256 may extend vertically upwardly andterminate at a pair of air inlets 254 incorporated into the aft closeoutpanel 252 on the upper level 292 of the aft module 250. As mentionedabove, the aft closeout panel 252 may be butted up against the aft skinedge 122 (FIG. 18) of the fuselage center section 104 (FIG. 18) when thespray containment system 200 is assembled around the wing-body section128 (FIG. 18). On the upper level 292 of the aft module 250, a personneldoor 210 may be incorporated into the aft closeout panel 252. Thepersonnel door 210 on the upper level 292 may be located between the airinlets 254 and may allow for a technician to enter and exit the aftmodule 250 such as from an external work stand (not shown) that may bepositioned against the aft module 250 and having an upper level locatedat the same height as the upper level 292 of the aft module 250. On thelower level 290 of the aft module 250, a personnel door 210 may also beincorporated into the aft end to allow for technician entry and exitfrom the factory floor.

Referring to FIG. 18, each one of the air inlets 254 may discharge airalong the first airflow direction 314 which may extend through the upperlevel 292 of the fuselage center section 104 between the cabin floor 114and the fuselage skin 118. The first airflow direction 314 may begenerally parallel to the aircraft longitudinal axis 116 (FIG. 3) andmay extend between the aft closeout panel 252 of the aft module 250 andthe forward closeout panel 204 (FIG. 11) of the forward module 202 (FIG.11). Each one of the air inlets 254 may include a diffuser 258 foruniformly distributing the air from the air inlet 254 as a means tomaximize the cross-sectional ventilation area of the fuselage centersection 104. In this regard, the diffusers 258 may avoid a relativelynarrow cross-sectional discharge of air that may have reduced capabilityfor ventilating the upper level 292 of the fuselage center section 104.In FIG. 18, each diffuser 258 may include a plurality of holes, slots,louvers, or other openings 260 for uniformly distributing airdischarging from the air inlet 254. Upon reaching the forward closeoutpanel 204 of the forward module 202, the air flowing in the firstairflow direction 314 may be deflected downwardly by the pair of airflowcavities 206 incorporated into the forward closeout panel 204 as shownin FIG. 13. At the base of each one of the airflow cavities 206 (FIG.13), a horizontal grating may be provided for supporting technicianswhile allowing air to flow downwardly into the plenum room (FIG. 19).

Referring to FIG. 19, the plenum room 230 has an open ceiling that iscovered by perforated work platforms 280 (e.g., FIG. 18—grated flooring282). When the spray containment system 200 is in the assembled state,the plenum room 230 of the center module 220 may protrude into theinterior of the forward module 202 such that the ceiling of the plenumroom 230 is located directly below the airflow cavities 206 (FIG. 17) ofthe forward closeout panel 204 (FIG. 17). The plenum room 230 receivesthe air directed downwardly by the airflow cavities 206 of the forwardmodule 202. The air entering the plenum room 230 is directed through agenerally centrally-located plenum room opening 232 on the aft end ofthe plenum room 230. The air from the plenum room opening 232 flows intothe plenum chamber 234 which is fluidly coupled to the plenum room 230.The air flows through the plenum chamber 234 along a second airflowdirection 316 which may be generally opposite the first airflowdirection 314 (FIG. 18). The air flowing through the plenum chamber 234flows into a pair of filter housings 240 located on opposite sides ofthe plenum chamber 234. The plenum chamber 234 is covered by a plenumceiling panel 236.

In FIG. 19, the air from the plenum chamber 234 may enter each filterhousing 240 through a filter housing air inlet 242 (FIG. 15) located onan upper portion of the side wall of each one of the filter housings 240on each side of the plenum chamber 234. In the example shown, eachfilter housing air inlet 242 may be formed as an elongated slot in anupper portion of the side wall of each filter housing 240. Each one ofthe filter housings 240 includes a plurality of air filters 238configured to filter the air circulated through the internal environment320 of the spray containment system 200. The air filters 238 may beremovably installed in the filter housings 240 to allow for removal andreplacement of the air filters 238.

FIG. 20 is a top view of the spray containment system 200 showing airflowing from the plenum room 230 into the plenum chamber 234. The airflows through the plenum chamber 234 generally along the second airflowdirection 316 and passes through the filter housing air inlets 242 andenters the filter housings 240. As shown in FIG. 20, each one of the airfilters 238 is oriented generally perpendicular to the second airflowdirection 316. Each one of the air filters 238 extends between theopposing lateral side walls of each filter housing 240. The air enteringeach filter housing air inlet 242 at the top of each filter housing 240generally flows downwardly through the air filters 238 toward the bottomof the filter housing 240. The air may exit the internal environment 320of the spray containment system 200 by passing through a pair of airexhaust ports 228 (FIG. 23) formed in the module floor panel 278 of thecenter module 220.

FIG. 21 is a side sectional view of the spray containment system 200with the wing box 132 of the wing-body section 128 omitted for clarityand showing an example of the air circulation path through the spraycontainment system 200. Air may enter the air intake ports 226 from theexternal duct system 312. The air may pass through the air ducts 256 ofthe center module 220 which are fluidly coupled to air ducts 256 of theaft module 250 when the spray containment system 200 is in an assembledstate. The air flows upwardly through the air ducts 256 of the aftmodule 250 and is discharged from the air inlets 254 incorporated intothe aft closeout panel 252. As an alternative to drawing air from theexternal duct system 312 into the air intake ports 226 and passingthrough the ducts 256 before diffusing out of the air inlets 254, airducts 256 may be omitted from the center module 220 and the aft module250, and the air may instead be drawn directly from the externalenvironment 322 such as through one-way vents (not shown) located ateach one of the air inlets 254 on the aft closeout panel 252. Regardlessof whether the air comes from the air ducts 256 or from one-way vents(not shown) formed in the aft closeout panel 252, the air exiting theair inlets 254 flows along the first airflow direction 314 through theupper level 292 of the wing-body section 128 before being deflecteddownwardly by the airflow cavities 206 incorporated into the forwardcloseout panel 204 of the forward module 202. The downwardly-deflectedair flows through the open ceiling of the plenum room 230 and isdirected toward a central plenum room opening (FIG. 20) which is fluidlycoupled to the plenum chamber 234.

Referring still to FIG. 21, the air flows through the plenum chamber 234along the second airflow direction 316 on the lower level 290 of thespray containment system 200. As mentioned above, the air passes throughthe filter housing air inlets 242 located on the sidewalls of the filterhousings 240 on opposite sides of the plenum chamber 234. The air passesthrough the air filters 238 which filter contamination from the airprior to the air being discharged from the air exhaust ports 228 in themodule floor panel 278 of the center module 220. The air exhaust ports228 are fluidly coupled to the external duct system 312 which, in theexample shown, is integrated into the factory sub-floor. In FIG. 21, theair filters 238 in each filter housing 240 may be arranged in a sawtoothconfiguration when the rows of air filters 238 are viewed from the side.However, the air filters 238 may be arranged in any one of a variety ofdifferent configurations, and are not limited to the sawtoothconfiguration.

Referring to FIGS. 22-23, shown in FIG. 22 is a bottom view of the spraycontainment system 200 illustrating an example of the external ductsystem 312 to which the ventilation system 310 of the spray containmentsystem 200 may be fluidly coupled. As mentioned above, the ventilationsystem 310 may include the air intake ports 226 (FIG. 23) and the airexhaust ports 228 (FIG. 23) which, in the example shown, are formed inthe module floor panels 278 of the center module 220. As mentionedabove, the air intake ports 226 receive air from the external ductsystem 312, and the air exhaust ports 228 discharge air into theexternal duct system 312. Although the external duct system 312 isillustrated as a below-grade duct system, the external duct system 312may be an above-ground duct system (not shown). An example of anabove-ground duct system may draw and/or discharge air to and/or fromthe factory roof (not shown). It should also be noted that although thepresently-disclosed spray containment system 200 has the center module220 receiving and discharging air to the external duct system 312, thespray containment system 200 may be provided in an alternativeembodiment wherein the forward module 202, the center module 220, and/orthe aft module 250 or any combination thereof may be configured to befluidly coupled to an external duct system 312 for receiving air fromand/or discharging air to an external duct system 312.

In some examples, the ventilation system 310 (FIGS. 21-22) may beconfigured to generate negative air pressure within the internalenvironment 320 relative to the air pressure of the external environment322. By maintaining negative air pressure within the internalenvironment 320, contaminants such as airborne or atomized chemicals arecontained within the spray containment system 200, and avoid escaping tothe external environment 322. Negative air pressure within the internalenvironment 320 of the spray containment system 200 may be maintained bydischarging air from the air exhaust ports 228 (FIG. 23) at a higherflow rate than the flow rate at which air is provided to the air intakeports 226 (FIG. 23). In some examples, an exhaust fan (not shown) may beincluded in each one of the air exhaust ports 228 for discharging air ata higher rate than the rate at which air is drawn into the air intakeports 226. Alternatively, the external duct system 312 may include oneor more exhaust fans (not shown) mounted within the external duct system312 at a location adjacent to the air exhaust ports 228 for drawing airout of the air exhaust ports 228 at a relatively high rate. Although notshown, the ventilation system 310 may include means for providinglocalized air flow to areas (not shown) of the internal environment 320that may otherwise have stagnant flow. For example, ducting (not shown)that branches off the air ducts 256 (FIG. 21) may direct air flow to oneor more areas within the internal environment 320 that are located awayfrom the main air circulation path of the first and second airflowdirections 314, 316 illustrated in FIGS. 18-21. Such additional ducting(not shown) may ensure that adequate air flow is provided to theenclosed volume of the wing-body section 128.

In a further embodiment, the ventilation system 310 may include one ormore air heaters (not shown) for heating the air within the internalenvironment 320 as a means for accelerating the curing of certaincoatings. In an embodiment, the ventilation system 310 may include oneor more air heaters (not shown) incorporated into the air intake ports226, the air ducts 256, the air inlets 254 for the aft module 250, orany other location within the internal environment 320 the spraycontainment system 200. Alternatively, air heaters may be incorporatedinto the external duct system 312 such as adjacent to the air intakeports 226. Regardless of the mounting location, air heaters may beactivated for heating the air in the internal environment 320 aftercoatings have been applied and technicians have been evacuated from thespray containment system 200. In one example, the ventilation system 310may be configured to heat the air to a temperature of up to 130° F. ormore for expedited curing of certain coatings. The heated air may becirculated in a manner described above and illustrated in FIGS. 18-22.

FIG. 24 is a plan view of an aircraft production line 400 in which thespray containment system 200 may be implemented. The aircraft productionline 400 may include a plurality of manufacturing line positions 402 formanufacturing of an aircraft 100. For example, the aircraft productionline 400 may include a wing-body join position 404, a coatingapplication position 406, and a final body join position 408. In thewing-body join position 404, the wing assembly 130 comprising the wingbox 132 and the wings 138 may be joined to the fuselage center section104. In the coating application position 406, the forward module 202,the center module 220, and the aft module 250 of the presently-disclosedspray containment system 200 may be assembled around the wing-bodysection 128 in the above-described manner to form an internalenvironment 320 within which protective coatings may be applied tolocalized areas of the wing-body section 128. In the final body joinposition 408, the wing-body section 128 may be joined to remaining majorcomponents of the aircraft 100. For example, a fuselage forward section106 may be coupled to the forward end of the fuselage center section104, a fuselage aft section 108 may be coupled to the aft end of thefuselage center section 104, and other major components such as theempennage and the propulsion units may be joined to the aircraft 100.

FIG. 25 is a flowchart of one or more operations included in method 500of containing contaminants during processing of a wing-body section 128of an aircraft 100. Step 502 of the method 500 includes positioning theforward module 202 against the forward end of the wing-body section 128such that the forward closeout panel 204 of the forward module 202 isengaged to the forward skin edge 120 of the fuselage skin 118 and atleast partially closes off the forward end of the fuselage centersection 104. In this regard, the forward closeout panel 204 may beconfigured to sealingly mate with the forward skin edge 120 of thefuselage skin 118. As described above and illustrated in FIG. 24,assembling the forward module 202 to the wing-body section 128 may beperformed by rolling the forward module 202 on wheels 302 that may beincluded with the forward module 202. At least one of the wheels 302 ofthe forward module 202 may be a powered drive wheel 304 for motorizedmovement of the forward module 202, as part of a module drive system 300described above. The module drive system 300 may include a motor 306 fordriving the powered drive wheel 304 and may also include a controller308 for controlling (e.g., via remote control) the operation of themotor and optional steering of the one or more wheels 302 of the forwardmodule 202 to guide the forward module 202 into position relative to thecenter module 220 and/or relative to the wing-body section 128.Alternatively, a tug (not shown) may be used for moving the forwardmodule 202, the aft module 250, and/or the center module 220 supportedon wheels 302, as mentioned above.

Step 502 of positioning the forward module 202 against the forward endof the wing-body section 128 may include receiving the wing leading edge140 of each one of the wings 138 within a cutout 212 formed in each ofopposing module side panels 274 of the forward module 202 in a mannersuch that each one of the module side panels 274 is sealed to the wing138. As mentioned above, the cutout 212 in each module side panel 274may be contoured complementary to the wing leading edge 140 for sealingthe module side panel 274 to the wing. Each one of the cutouts 212 mayinclude a cutout seal 216 formed of elastomeric or resilientlyconformable material for sealingly engaging the surfaces of the wingleading edge 140, as described above.

Step 504 of the method 500 of FIG. 24 includes providing the centermodule 220 under the aircraft 100 wing-body section 128 such that thepanel upper edge 222 of each of opposing module side panels 274 on eachof opposing sides of the center module 220 are engaged to the wing lowersurface 148 of each of the pair of wings 138 of the wing-body section128. As indicated above, the center module 220 may be stationary on thefactory floor and the wing-body section 128 may be moved into positionover the wing-body section 128.

Alternatively, as shown in FIG. 25 the center module 220 may beconfigured to be movable along the factory floor and may be translatedinto position prior to or after the positioning of the wing-body section128 in the coating application position 406 (FIG. 24) of an aircraftproduction line 400 (FIG. 24). For a movable embodiment of the centermodule 220, the method may include moving the center module 220 relativeto the wing-body section 128 using wheels 302 supporting the centermodule 220. As described above for the forward module 202, at least oneof the wheels 302 of the center module 220 may be a powered drive wheel304 for directionally-controlled motorized movement of the center module220, which may additionally include a motor 306 and controller 308 aspart of the above-described module drive system 300.

Step 506 of the method 500 of FIG. 24 includes positioning the aftmodule 250 against an aft end of the wing-body section 128 such that theaft closeout panel 252 is engaged to the aft skin edge 122 of thefuselage skin 118 and at least partially closes off the aft end of thefuselage center section 104. In this regard, the aft closeout panel 252may be configured to sealingly mate against the aft skin edge 122. Asillustrated in FIG. 24, moving the aft module 250 may be performed byrolling the aft module 250 on wheels 302, at least one of which may be apowered drive wheel 304 for motorized movement. The aft module 250 mayinclude the above-described module drive system 300 having a motor 306and a controller 308 guiding the movement of the aft module 250 intoposition relative to the center module 220 and/or relative to thewing-body section 128. As mentioned above, the forward module 202 andthe aft module 250 may be positioned against the respective forward endand aft end of the center module 220 and against the respective forwardend and aft end of the wing-body section 128. In some examples, themodule interface 270 between each adjoining pair of modules may includeresiliently compressible material (e.g., foam, sponge rubber, etc.) forsealing the module interfaces 270.

Step 506 of positioning the aft module 250 against the wing-body section128 may include receiving the wing aft portion 142 of each one of thewings 138 within a cutout 212 formed in each of opposing module sidepanels 274 of the aft module 250 in a manner such that each one of themodule side panels 274 is sealed to a wing 138. The cutout 212 in eachmodule side panel 274 of the aft module 250 may be contouredcomplementary to a wing aft portion 142 or wing trailing edge 144 of arespective one of the wings 138 for sealing the module side panel 274 tothe wing 138. As mentioned above with regard to the forward module 202,each one of the cutouts 212 in the module side panels 274 of the aftmodule 250 may also include a cutout seal 216 formed of elastomeric orresiliently conformable material for sealingly engaging the surfaces ofthe wing aft portion 142 or wing trailing edge 144.

As mentioned above, the aft module 250 may include a movable seal plate262 mounted or positionable above the cutout 212 on each of opposingmodule side panels 274 of the aft module 250. In such an arrangement,step 506 of positioning the aft module 250 against the aircraft 100wing-body section 128 may include moving the seal plate 262 into contactwith the wing aft portion 142 on each side of the aft module 250 suchthat the seal plate lower edge is placed in sealing engagement with thewing upper surface 146 of the wing aft portion 142. As indicated above,the seal plate lower edge may be contoured complementary to the wingupper surface 146. The seal plate lower edge of each seal plate 262 mayinclude an elastomeric or resiliently conformable (e.g., rubber, foam)seal strip 264 configured to be placed in sealing contact with the outermold line of the wing upper surface 146.

Steps 502, 504, 506 of respectively positioning the forward module 202,providing the center module 220, and positioning the aft module 250 mayinclude enclosing, using the module panels 274, 276, 278 of the forwardmodule 202, center module 220, and aft module 250, the internalenvironment 320 in a manner that a volume of space is defined inside andbelow the fuselage center section 104, and around the wing box 132, keelbeam 126, wheel wells 124, and wing upper surfaces 146 and wing lowersurfaces 148. As described above, when the forward module 202, centermodule 220, and aft module 250 of the spray containment system 200 areassembled around the wing-body section 128, the spray containment system200 and wing-body section 128 collectively define the internalenvironment 320 that is sealed from the external environment 322. Thespray containment system 200 is configured to contain contaminants suchvapors, overspray, and/or liquids, as described above.

The method 500 may further include circulating air through the internalenvironment 320 using a ventilation system 310 incorporated into atleast one of the forward module 202, center module 220, and aft module250. As described above, the ventilation system 310 may include one ormore air intake ports 226 and/or one or more air exhaust ports 228. Inaddition, the ventilation system 310 may include one or more air ducts256 such as the air ducts 256 extending from the air exhaust ports 228into the center module 220 and the air ducts 256 extending through theaft module 250 toward the air inlets 254 on the upper level 292 of theaft module 250. In the presently-disclosed example of the spraycontainment system 200, the air intake ports 226 and air exhaust ports228 are formed in the module floor panels 278 of the center module 220.However, in another embodiment not shown, the air intake ports 226and/or the air exhaust ports 228 may be formed in the module side panels274 of the center module 220. In still further examples not shown, theair intake ports 226 and/or the air exhaust ports 228 may be formed inthe module floor panels to 72, module side panels 274, and/or moduleceiling panels 276 of the forward module 202 and/or the aft module 250.The air ducts 256 of the ventilation system 310 may extend from the airintake ports 226 to the air inlets 254 that may be incorporated into theforward module 202 or the aft module 250.

The step of circulating air through the internal environment 320 mayinclude providing air to the ventilation system 310 using an externalduct system 312 (FIG. 21), and exhausting the air from the internalenvironment 320 to the external duct system 312. As shown in FIGS.21-22, the air intake ports 226 and air exhaust ports 228 of the centermodule 220 are fluidly coupled to the external duct system 312 which isshown as a below-grade external duct system 312. However, in otherexamples of the spray containment system 200 not shown, the forwardmodule 202, the center module 220, and/or the aft module 250 may beconfigured to be fluidly coupled to the external duct system 312 forproviding and exhausting air from the ventilation system 310. Inaddition, the external duct system 312 may be configured to exhaust airto a factory roof (not shown).

The circulating of air through the internal environment 320 may includedischarging the air into the internal environment 320 from one or moreair inlets 254 such as the pair of air inlets 254 incorporated into theaft closeout panel 252 of the aft module 250 as described above. In thearrangement shown, the air inlets 254 are configured to discharge airinto the upper level 292 of the fuselage center section 104. As a resultof the location of the air inlets 254, the method may include directingthe air from the air inlets 254 along the first airflow direction 314(FIG. 18) generally parallel to the aircraft longitudinal axis 116 (FIG.3) and through the upper level 292 of the fuselage center section 104.In addition, the method may include receiving the air flowing in thefirst airflow direction 314 at one or more airflow cavities 206 such asthe pair of airflow cavities 206 (FIG. 13) incorporated into the forwardcloseout panel 204 of the forward module 202. Furthermore, the methodmay include directing, using the one or more airflow cavities 206, theair downwardly to a location below the cabin floor 114 and along thesecond airflow direction 316 (FIGS. 19-20). The second airflow direction316 may be generally opposite the first airflow direction 314.

It should be noted that although the figures illustrate air flowingalong the upper level 292 in the first airflow direction 314 from theaft module 250 toward the forward module 202, and along the lower level290 in the second airflow direction 316 from the forward modulegenerally toward the aft module, the ventilation system 310 may beprovided in alternative embodiments. For example, in an embodiment notshown, the ventilation system 310 may be configured in an embodimentsuch that air is discharged from air inlets 254 incorporated into theforward closeout panel of the forward module 202 and flows along theupper level 292 in the first airflow direction 314 from the forwardmodule 202 toward the aft module 250, before being deflected downwardlyby airflow cavities 206 incorporated into the aft closeout panel 252 ofthe aft module 250, and then flowing along the lower level 290 in thesecond airflow direction 316 from the aft module 250 generally towardthe forward module 202.

The circulating of air through the internal environment 320 may furtherinclude generating negative air pressure within the internal environment320 relative to the air pressure in the external environment 322. Forexample, as mentioned above, the ventilation system 310 may configuredto discharge air at a higher flow rate than the flow rate at which airis provided to the air inlet 254 of the spray containment system 200.Negative pressure may be generated within the internal environment 320by including exhaust fans or other air-moving devices in the air exhaustports 228 and/or in the external duct system 312 for drawing air out ofthe internal environment 320 at a higher flow rate than the flow rate atwhich air is provided to the internal environment 320.

The circulating of air through the internal environment 320 may includefiltering the air circulating through the internal environment 320 usinga plurality of air filters 238. As mentioned above, the air filters 238may be configured to filter contaminants in the air. In the illustratedexample of the spray containment system 200, the air filters 238 may beremovably installed in the center module 220. FIGS. 19-21 illustratepassing the air through two parallel rows of air filters 238respectively contained within a pair of filter housings 240 located inthe center module 220, as described above. Prior to entering the filterhousings 240, the air may be directed along the second airflow direction316 through the plenum chamber 234 located between the pair of filterhousings 240. However, in alternative embodiments not shown, air filters238 may be incorporated into the forward module 202, the center module220, and/or the aft module 250, and are not limited to being installedin the center module 220 in the arrangement shown in the figures.

Many modifications and other configurations of the disclosure will cometo mind to one skilled in the art, to which this disclosure pertains,having the benefit of the teachings presented in the foregoingdescriptions and the associated drawings. The configurations describedherein are meant to be illustrative and are not intended to be limitingor exhaustive. Although specific terms are employed herein, they areused in a generic and descriptive sense only and not for purposes oflimitation.

What is claimed is:
 1. A method of containing contaminants duringprocessing of an aircraft wing-body section having a pair of wingsjoined to a fuselage center section having an aircraft longitudinalaxis, the method including: positioning a forward module against aforward end of the aircraft wing-body section such that a forwardcloseout panel of the forward module is engaged to and at leastpartially closes off a fuselage center section forward end; providing acenter module under the aircraft wing-body section such that a panelupper edge of each of opposing module side panels on each of opposingsides of the center module are engaged to a wing lower surfacerespectively of the pair of wings of the wing-body section; positioningan aft module against an aft end of the aircraft wing-body section suchthat an aft closeout panel is engaged to and at least partially closesoff a fuselage center section aft end; and wherein the forward module,center module, and aft module, when assembled around the wing-bodysection, form a spray containment system that, in combination with thewing-body section, collectively defines an internal environment thatcontains contaminants generated during application of one or morecoatings to portions of the wing-body section, wherein the forwardmodule and the aft module are independently moveable.
 2. The method ofclaim 1, wherein step of positioning the forward module against theaircraft wing-body section includes: receiving a wing leading edgewithin a cutout formed in each of opposing module side panels of theforward module in a manner such that each one of the module side panelsis sealed to the wing.
 3. The method of claim 2, wherein the cutout ineach of the module side panels of the forward module has a cutout seallining the cutout, the step of receiving the wing leading edge withinthe cutout in each of the module side panels of the forward modulecomprising: sealingly conforming the cutout seal to a cross-sectionalprofile of the wing leading edge of a corresponding one of the wings. 4.The method of claim 1, wherein the step of positioning the aft moduleagainst the aircraft wing-body section includes: receiving a wing aftportion within a cutout formed in each of opposing module side panels ofthe aft module in a manner such that each one of the module side panelsis sealed to one of the wings.
 5. The method of claim 4, wherein the aftmodule includes a movable seal plate above the cutout on each one ofopposing mandrel side panels of the aft module, the step of positioningthe aft module against the aircraft wing-body section includes: movingthe seal plate on each side of the aft module into contact with the wingaft portion such that a seal plate lower edge is placed in sealingengagement with a wing upper surface of the wing aft portion.
 6. Themethod of claim 5, wherein the seal plate lower edge on each side of theaft module has an elastomeric seal strip, the step of moving the sealplate on each side of the aft module into contact with the wing aftportion comprises: placing the elastomeric seal strip into sealingengagement with the wing upper surface of the wing aft portion.
 7. Themethod of claim 4, wherein the cutout in each of the module side panelsof the aft module has a cutout seal lining the cutout, the step ofreceiving the wing aft portion within the cutout in each of the moduleside panels of the aft module comprising: sealingly conforming thecutout seal to a cross-sectional profile of the wing aft portion of acorresponding one of the wings.
 8. The method of claim 1, furtherincluding: circulating air through the internal environment using aventilation system incorporated into at least one of the forward module,center module, and aft module.
 9. The method of claim 8, wherein thestep of circulating air through the internal environment includes:providing the air to the ventilation system using an external ductsystem and exhausting the air from the internal environment using theexternal duct system.
 10. The method of claim 8, wherein the step ofcirculating air through the internal environment includes: dischargingair into the internal environment from an air inlet located of at leastone of the forward module and the aft module; directing the air from theair inlet along a first airflow direction generally parallel to theaircraft longitudinal axis and through an upper level of the fuselagecenter section above a cabin floor; receiving the air flowing in thefirst airflow direction at an airflow cavity included in a remaining oneof the forward module and the aft module; and directing, using theairflow cavity, the air downwardly below the cabin floor and along asecond airflow direction opposite the first airflow direction.
 11. Themethod of claim 10, further including: uniformly distributing the airthrough the upper level of the fuselage center section using a diffuserincluded with the air inlet.
 12. The method of claim 10, furtherincluding: downwardly deflecting the air flowing in the first airflowdirection upon the air reaching an airflow cavity incorporated into theforward closeout panel.
 13. The method of claim 8, wherein the step ofcirculating air through the internal environment includes: filtering theair circulating through the internal environment using a plurality ofair filters removably installed in at least one of the forward module,center module, and aft module.
 14. The method of claim 13, wherein thestep of filtering the air comprises: passing the air through twoparallel rows of air filters respectively contained within a pair offilter housings located in the center module and separated by a plenumchamber.
 15. The method of claim 8, wherein circulating air through theinternal environment includes: heating the air within the internalenvironment.
 16. The method of claim 8, wherein the step of circulatingair through the internal environment includes: generating, using theventilation system, negative air pressure within the internalenvironment relative to an air pressure in an external environment. 17.The method of claim 1, wherein at least one of the steps of positioningthe forward module, center module, and aft module against the aircraftwing-body section includes: moving the at least one of the forwardmodule, center module, and aft module relative to one another andrelative to the wing-body section using wheels supporting the at leastone of the forward module, center module, and aft module.
 18. The methodof claim 17, wherein: at least one of the wheels of at least one of theforward module, center module, and aft module is a powered drive wheelfor motorized movement.
 19. The method of claim 1, wherein the steps ofpositioning the forward module, providing the center module, andpositioning the aft module against the aircraft wing-body sectioninclude: enclosing, using module panels of the forward module, centermodule, and aft module, the internal environment in a manner defining avolume of space inside and below the fuselage center section.
 20. Themethod of claim 1, further including: supporting one or more technicianson a work platform included with at least one of the forward module, thecenter module, and the aft module.
 21. The method of claim 1, furtherincluding: collecting liquid contamination using a drainage systemincluded with the spray containment system.